Car-actuated switch



w. H. RiCHARDSON.

CAR ACTUATED SWITCH.

APPLICATION FILED OCT. 13, 1917.

2 SHEETS-SHEET I.

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W'. H. RICHARDSON.

CAR ACTUATED SWITCH,

APPLICATION FILED on. 13. |9n.

Patented Nov. 18, 1919.

2 SHEETS-SHEET 2.

PATENT OFFICE.

WILLIAM H. RICHARDSON, or HUNTINGTON, WEST VIRGINIA.

CAR-AGTUATED SWITCH.

Specification'of Letters Patent.

PatentedNov. 18, 1919.

Application filed October 13, 191 Serial No. 196,398.

T 0 all whom it may concern:

Be it known that I, TILLIAM H. RICH- ARDSON, a citizen of the United States, residing'at Huntington, in the county of Cabell and State of Vest Virginia, have invented certain new and useful Improvements in Car-Actuated Switches, and that I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

This invention has for its object to provide an improved switch and car-carried operating means therefor which may be conveniently controlled by the motor-man or engineer.

Another object is the provision of a carcarried switch operating mechanism consisting essentially of two independently movable frames which are normally retained in elevated positionand carry wheels for engaging and shifting a bar controlling the switch points.

\Vith these and other objects in view, the invention consists in the novel construction, combination and arrangement of parts as will be hereinafter specifically described, claimed and illustrated in the accompanying drawings, in which:

Figure 1 represents a fragmentary side elevation of a car, illustrating the invention applied to use,

Fig. 2 represents a fragmentary bottom plan view of a car,

Figs. 3 and 4 represent plan views of the switch in closed and open positions,

Fig. 5 represents a vertical sectional view through one of the car-carried actuating devices engaged with the' switch controlling bar,

Fig. 6 represents a detail sectional view on the line 66 of Fig. 2, and

Fig. 7 represents a bottom plan View of a car illustrating a modified form of the invention.

Referring to the drawings in detail wherein similar reference numerals indicate corresponding parts throughout. the several views, the numerals 8 indicate the main track rails associated with the rails 9 of a switch. A portion of one of the rails 8 of the main track is taken out to accommodate one of the switch points 10, which is pivotally secured at 11, and when moved into alinement with the track rails permits a train to pass over the switch along the main track. The other switch point 12 1s plvotally secured at 18, and is adapted to engage the other rail of the main track to cause the train to take the siding. The two pivoted switch points 10 and 12 are connected by the connecting rod 1 1, wherebv they are moved in synchronism. v

A guide consisting of a base plate 15 and upstandmg flanges 16 is arranged between the mam track rails 8 at a point adjacent the switch points 10 and 12, and the opposite ends of the flanges 16 are flared outwardly, asindicated at 17, for a purpose which will hereinafter appear. A switch throwing bar 18 is pivotally secured at its end opposite the switch points 10 and 12, as indicated at 19, to the base plate 15, and the opposite end of the bar is connected by a rod 20 with the switch point 10, whereby the latter is moved during oscillation of the bar 18 to open and close the switch.

The pivoted terminal of the bar 18 is located centrally between the guide flanges 16, providing a base 21 on either side for the reception of the actuating wheel carrled by the moving train, and the bar 18 is preferably increased in width from its pivoted end to its free swinging end.

The mechanism for shifting the bar 18 to open and close the switch is illustrated in detail in Figs. 1 and 2 as applied to a conventional type of car including the wheelmounted truck 23 and frame 24 supporting the platform 25 and body structure 26.

A hinge rod 27 is supported in brackets 28 beneath the front end of the platform 25 and supports a pair of substantially U- shaped frames 29, which are arranged in relatively close relation and are located on opposite sides of the longitudinal axis of the car in a position directly overlying the pivoted bar 18. Each frame is normally retained in elevated position directly under the car frame 24 by the tension .of coil springs 80, anchored at one end in fasteners 31 carried by the platform 25. The opposite ends of the springs are secured in the legs of the frame 29. The web portions of the frames are connected with depressible rods 82, which project through the platform 25 and provided with pedals 33 arranged in such position as to be conveniently depressed by the motorman or engineer operating the car.

A shaft 3 1 is journaled in the parallel legs of each frame adjacent the web and slidably and rotatably supports a bar-actuating wheel 86, the rim of which is of such width as to fit between the pivoted terminal of the bar 18 and the adjacent portion of one of the guide flanges 16. The wheel is normally retained in uniformly spaced relation between the legs of the U-shaped frame by springs 37, which are designed to accommodate the usual swaying motion of the car during travel so as to prevent breakage or injury to the parts of the switch throwing mechanism during contact of the wheel between the bar and guide flange. As will be understood, the two frames 29 are arranged in such relation that, when depressed, the wheels 36 are projected into one or the other of the passages 21 on opposite sides of the bar 18, according to which of the frames .is depressed.

Assuming that the switch is closed, as illustrated in Fig. 3, and a car approaching from the right is instructed to take the siding, the motorman depresses the left-hand frame 29 and as the car approaches the bar 18, the left-hand wheel 26 rolls upon the base plate between the left-hand guide flange 16 and the bar 18, and as the car approaches the switch the wheel gradually throws the bar to the right and actuates the two switch points 8 and 10 through the connecting rods and 14, moving said points to the position illustrated in Fig. 4. A car approaching from the left on the main track automatically actuates the switch points to close the track ahead.

In the modification of the invention illustrated in Fig. 7, the pivoted wheelcarrying frames 29 are normally held in elevated position by leaf springs 30, which are suit ably fastened beneath the car body 243 and the switch throwing bars in both types are preferably provided with a circumferential bevel.

What I claim is:

A switch throwing mechanism adapted operate said frame to engage said wheel with said switch-throwing rod.

In testimony whereof I aflix my signature in presence of two witnesses.

WVILLIAM H. RICHARDSON. Witnesses:

J. WV. PERRY, B. S. KEENAN. 

